Fuel feeding system for internal combustion engines



Jan. 3, 1939.

E. E. HANS FUEL FEEDING SYSTEM FOR INTERNAL COMBUSTION ENGINES 5sheex-shet' 1 Original Filed July 26, 193.?

GNV AS R. Y. nzoauww m m M A o d w w H 5 n s 1 E A un 2: W M.. w

E. E. HANS Jan. s, 1939.

FUEL FEEDING SYSTEM FOR INTERNAL COMBUSTION ENGINES Original Filed July26, 1932 3 Sheets-Sheet 2 IN VENTOR.

ATTORNEY.

Jan. 3, 1939. E E, HANS 2,142,979

FUEL FEED-rue SYSTEM FoR INTERNAL coMusTIoN ENGINES original Filed July26, 1952 s'sheets-sheat s IN VEN TOR.

EDMUN EHA/V5 Y ATTORNEY.

Patented Jan. 3, 19739 Nrn-:o STATES FUELFEEDING SYSTEM FOB. INTERNAL oCOMBUSTION ENGINES Edmund E. Hans, Detroit, Mich. malga for abandonedapplication serial No.

n 624,865, July 26, 1932.

This application April l., 1938, Serial N0. 199,517

il Claims.

This invention relates to an improved fuel feeding system for internalcombustion engines; a new and improved carburetor designed' to supplyand properly carburet two grades of fuel, and means for maintaining thecarburetor at a temperature such as to insure the highest efllciency.

Supplying two kinds of fuel to a motor is admittedly old in the art, thesame having been done in farm tractors, for example where kerosene andgasoline were frequently the fuels used. Of the many attempts made touse two kinds of motor fuel for road motors by resorting to the use oftwo carburetors, none, to the knowledge of applicant, have been entirelysuccessful.

This application is a refling of abandoned application 624,865 of July26, 1932. L

'Ihe principal object of the present invention is to provide a new andimproved means o-f automatically bringing about harmonious action of amotor through the use of motor fuels of variant` characteristics to thehighest point of motor elciency and smoothness of operation at thevarious changes of power application, and to attain results considerablybeyond those now known as the highest obtainable point of eiiiciency.

Another object of the present'invention is to provide for supplying amotor fuel of relatively low volatility until the engine has reached itshighest point of compression on a certain fuel,

and then changing over to a fuel of higher volatility and compressionvalues and using that fuel at or above the critical point or beyond theuseful limit of the first fuel.

-A further object of the present invention is the provision of anindicating device adapted to enable the operator of a motor car todetermine the critical point, and also to provide a convenient means fortesting the various motor fuels in order to ascertain the relativequalities vof said fuels and thereby to get the greatest value and benetfrom the same. Y

A still further object is to provide a new and improved means forsupplying` a. sudden gush of fuel through the spray nozzle of thecarburetor tobring about a richer mixture, which in turn provides formore powerful acceleration.

Another object is to provide such a system incorporating but onecarburetor containing a single iloat, but adapted to control two motorfuelsin such fashion. l l

A further object is to provide in such system a single lever control toenable the operator to make his ownanalyses of the value andI power ofthe fuel which he purchases and also to be able to (Cl. 12S-127) controlinstantaneously the use of more than one fuel.

Another object is `to provide an automatic temperature control whichgreatly increases the eiliciency of the fuel used by reason of the factthat 5 it is at all times automatically adjusted to its best point ofperformance in combination with an automatic temperature control mountedon the said lever control, thereby saving the use of a more expensivemotor fuel. Benefits will be derived from the use of means automaticallyresponsive to variations in temperature ofthe motor for controlling thevolume of air 'passing to the carburetor. The same automatic thermalcontrol means is also employed for regulating the volume 15 of avcurrent of cooling air that ows exteriorly of the carburetor to preventoverheating of the liquid fuel during carburatlon.

A further object is to provide a dual fuel control which may be operatedin either a suction type carburetor or mixing chamber, or on which isknown as the injection fuel feeding means, where fuel is directlydeposited in the combustion chamber.

A still further object is to provide a new and improved means for thecarburetor whereby cold air is conducted from the outside of theautomobile hood to the carburetor.

Another object is to provide a means for injecting high compression fuelinto the manifold which at the time is partially filled with lowcompression fuel, `the intermixing of which eXtin-. guishes thepossibility of producing a ping or knock in the motor.

Y The above and other'objects of the invention 35 will appear more fullyfrom the following more detailed description, and by reference to theaccompanying drawings forming a part hereof and wherein:

Fig. l is a vertical cross section of my improved 40 dual fuel control;

Fig. 2 is a side elevation of Fig. 1;

Fig. 3 is a detail of the indicator and dial control;

Fig. 4 is a vertical cross-section of the fuel en- 45 Y floatchambershowing guiding bailies and inlet and outlet ports;

Fig. 9 is a vertical section through left well between oat chamber andvalve chamber showing uid tank; v

Fig. 10 is a vertical section of a carburetor and dual fuel controlviewed from the rear, same as in Fig. 1;

Fig. 1l is a horizontal section of a dual control and communicatingvalve for both chambers;

Fig. 12 is a plan view of an automobile hood, partly broken away;

Fig. 13 is a side view'of Fig. 12;

Fig. 14 is a vertical section of the dash control indicator;

Fig. 15 is a front elevation showing a method of injecting fuel directlyinto the manifold;

Fig. 16 is a cross-section of the intake port nearest to the intakevalve of Fig. 15. l

Referring now to the drawings, the numeral 20 indicates the carburetorbowl, and Fig. 6 a cross section of the carburetor bowl and valvecontrol as shown in Fig. 2, which also represents the same cross sectionin Fig. 1. The numeral 2| indicates the conventional throttle orbutterfly valve control arm. This arm is adjustably mounted on the shaft22. The shaft 22 is suitably supported in the walls of the pipe 54.Pivotally mounted on the shaft 22 is a butterfly valve 23 of thewelknown type. Connected to the inlet 24a (Fig. 2) is a passage 25andneedle valve 26. The valve 26 is seated in a suitable countersunk seat21. A circular valve cage 28 (Figs. 1 and 2) rests upon the bottom ofthe carburetor bowl 20 and is rigidly secured thereto by screws 29.\(seeFig. 6). The valve stem 26 is supported by the web 30. (Figs. 2, 4, 5and 6.) The cross bar 3i rests on top of valve 26 and valve 32, as shownin Figs. 1 and 6 of the drawings. In the centerof the cross bar 3i is aconnecting pin 33 through which is placed a pivot pin' 34. Connectingpin A33 is secured to pivoting bar 35, in Fig. 2, one end of which isfastened to a carburetor float 36. The pivoting bar 35 is also supportedin brackets 36a which is secured to the wall of the carburetor by screw46, or other wellknown means. Pin 31 passes through bracket 36a, throughbar 35, which acts as a pivot for controlling valves 26 and 32, alsoshown in Fig. 6. When the liquid in the float chamber 38 (Fig. 2) drops,due to a suction on spray-nozzle 39, the float 36 is lowered causing thepressure to be relieved from whatever valves may be in use at that time.The compression spring 46 surrounding valve 42, (Fig. 2) and valve 43(Fig. l) back of valve 32, is held compressed against pin 4I (Figs. 1and 2), as shown in dotted lines back of valve 32 when valve 42 is heldin position by plunger (Fig. 2), which allows a free action on theopposite valve 43, back of valve 32 in Fig. 1, which is also shown inFig. 6, so that there is a free passage of motor fuel to spray nozzle39.

Valve cap 48, Fig. 1, has twoslots, diametrically opposed, cut therein.This valve also has a compression spring 49 which is inserted in theinside of the cap 48 and rests on pin 41. Coil spring 56 surrounds valvecap 48. Valve cap 48 has a peripheral flange on its upper end, the

vsame acts as a shoulder or abutment for the upper end oi' the coilspring 59, the lower end of which is abutted against the valve cage 28.Pin 41 is inserted through slotted apertures in the valve cage 28 andthrough valve cap 48 and valve plunger 44 and through opposite aperturedslot 48, thence through valve cage 28 and cotter pin 5I is theninserted.

The main valve control assembly link 52 Figs. 1 and 2 is pivotallymounted on cap screw 53 which is secured to the manifold 54. On link 52are pivotally mounted links 55 and 56. On the same pivot are alsomounted links 51 and 58, also slotted links 59 and 60. On links 51 and58 are mounted slotted links 59 and 60, together with control link 6I.Links 59 and 60 are slotted as designated by the numerals 62, 63. Screws64 and 65 pass through the slots 62, 63, 55 and 56 into the manifold 54,a washer 66 as shown in Fig. 2 being interposed between slotted links 59and 60, and also passes through slotted links 53 and 56 into themanifold. Link 6l, Fig. 2, is connected by rivet 66 to hooked arm 61 andpivotally secured to slotted connecting link 68 and is adjustablymounted on shaft 22 with set screw 69.

A bellows 10 is secured to bracket 1I which in turn is fastened tomanifold 54 by set screw 12. At the lower extremity of the bellows 10 isan apertured ear 13. Pivotally secured to the apertured ear 13 by pin 14is adjustable link 15, the lower end of which is attached to theextremity of arm 6i which is shown in dotted lines, Fig. 1. A coilspring 16 is placed within the bellows 16, the top of said springresting on a bracket 1i yand the lower end against the ear 13, and isnormally held as shown in Fig. l. At the other side of the manifold 54is mounted a thermostat 11, and thermostat being slidably mounted on abracket 18 by a cap screw 19 to the manifold 54. Link is pivotallymounted on an apertured ear 8i by a pin 82. The lower end of link 80 ispivotally secured to pivot link 52 shown in dotted lines in Fig. 1.

An indicator dial, Fig. 3, is suitably mounted on the dash or panel ofthe car, also shown in Fig. 23 details of which will be described later,and mounted below said dial is a pointer lever 84, the samebeingfrictionally mounted on the dash or instrument panel. Pointer 64has an arm rigidly secured to the same. Arm 85 is connected through aseries of linkage and arms, not shown, and terminates at the arm 52,Athe same being pivotally mounted thereon.

Fig. 9 is a side elevation of float chamber and fuel reservoir as shownby the arrows in Fig. 6, which shows the flow of fuel from float chamber38 as follows: Through passageway 81, which is at top of float chamber38, into chamberv 68, thence to passage 89 at a lower level as shown inFig. 9, and into chamber 90 as shown in Fig. 6. The opposite side of thefuel chamber 88, Fig. 6, is also connected with iloat'chamber 38 throughopening 9| near top of float chamber into chamber 92, thence throughopening 93 near the bottom into chamber 94. Partition 95 separateschambers 90 and 94. The valve 95 as shown best in Figs. 4 and 5, may besubstituted for valve 26, chamber 90, Fig. 6, and is constructed asfollows: A hollow tube type stem opened at one end. Slidably mountedwithin this hollow valve tube is a plunger 96 which has an aperture 91,Fig. 5, adjacent its upper end. Into the lower end of the follow valveis pressed a shoulder plug 98, the same being formed to seat in the fuelinlet passage of chamber 90. In valve body 95, Flg.- 4, is an inletpassage. As shown by numeral 95, Figs. 4 and 5, valve 99 is mounted invalve cage 28 which slides in apertured bracket 30 and its lower end isguided by the lower apertured base of said cage. Arm |02 is placedthrough apertured 2,142,979 valve 95, throughAapertured suction plunger8i.,

Figs. 4 and 5 and protrudes through the opposite side of valve casing.Valve 99 is placed through apertured bracket 30, through arm |02. intoits lower guide in valve cage 28. A coil spring surrounds valve 99 andis interposed between arm |02 and lower base of valve casing 28, saidspring being held in position by a pin |0|. On the lower portion ofvalve cage 28 is an inlet channel through opening |03. A calibrated plug|04 is inserted in the lower inlet passage of the valve cage 28. Thisvalve assembly may be substituted for present valve in chamber 90.

The constructions illustrated in Figs. '1 and 8 may be substituted forfloat chamber 38 and chambers 88 and 92. Referring to Fig. 'I of thedrawings-Fig. 7 is a section of the lower portion of the float chamber38 which is constructed in the following manner. The valve cages areshown by the numeral 28. Seated within the valve cages, as beforedescribed, are the valves already described in Figs. 1 and 6. Theincoming fuel enters through valve 25 into chamber 90, see Fig. 6, andpasses through port |05 at the bottom of float chamber 38 and ows in thedirection of the arrows and circulates back and forth in the channels\indicated by the arrows. The cover |06 shown in Fig. 8 is tightlyfitted over the top of the partitions, and a gasket, not shown, isinterposed between the top of the partitions and the side walls of floatchamber 20 to make it liquid tight. In the top cover is a perforatedhole |01 which has for its purpose the circulation of liquid into themain float chamber 38. The object of this substitution is that iteliminates the two chambers 88 and 92 and is another way of keeping thetwo liquids separated. The walls or channels are of sufficient capacityto allow enough liquid to flow back and forth when float opens andcloses when valves 26 and 32 operate, the point being that with thesewells or channels there will always be suilcient fuel in the channels orwells to take care of the change over from one fuel to another, forexample when the fuel is used out of chamber 38 it only requires a verysmall amount to cause the float to lower suiciently to open either valve26 or Valve 32 when a fresh supply of fuel again enters the oat chamberkeeping a circulation back and forth in these wells or partitions but atno time will there be any noticeable mixture of the luelin chambers 90and 96.

Fig. illustrates another form of operating the valve caps 48 and 48a.Arm |21 may be substituted for arm 52 in Fig. l of the drawings. Cam |28is a substitute for arm tl,` Fig. 1. Cam |29 is a substitute for arm 61,Fig. 1 and operates in the same manner except that it has a quickeracting movement in that the point |30 of cam |29 is turnedcounterclockwise on shaft 22 and strikes cam |28. Cam |28 is pivotallymounted on arms 59 and 50 by meansv of rivets |3l, |32, and links 51,58,'which links are mounted on bar |21. A tension spring |33 isconnected to the extremity of the bent portion of arm |21 and the'pointof cam |28 for the purpose of keeping cams |28 and |29 in contactingrelationship. Cam |29 is pivotally mounted on shaft 22. Arm 2| isconnected to the foot throttlein the oor board of the car (not shown).Cam |29 is moved counterclockwise until the point |30 contacts with cam|28. This contact is imparted through arms 51 and 58 causing plungers 59and 60 to move alternately.

The outer extremity of arm |21 (Fig. 10) is formed in a half twist |31with a hole punched therethrough to receive rod |34. Rod |34Ahas ashoulder collar |35 formed thereon and at the lower extremity of rod |34is formed a collar |33. Both the shoulder collar |35 and the collar |33at the lower extremity of rod |34 are held rigidly by pins, (not shown).Interposed between the shoulder collar |35 and the half twist portion|31 of arm |21, is a compression spring |38. Also interposed between thehalf twist portion |31 and the collar |36 is a compression spring |33.

Rod |34 is connected to the top of the thermostat |39. Rod |34 ispivotally mounted in apertured ear cap |39. The thermostat |40 is filledwith expanding liquid and is of the well known design. Thermostat |40 isseated in a circular cup |4| by means of a screw which passes throughthe bottom of said cup `and into the base of the thermostat. Circularcup |4| forms a top enclosure of receptacle |43 which acts as 'reservoirwhich has tapped therein an inlet port |44 and also a discharge port|45. Circular cap |4| is screw threaded into chamber |43 and forms aseal, The space |45a which is thereby formed is constructed to receive atemperature control liquid from the motor, either water used for coolingmotor or lubricating oil from crankcase. Receptacle |43 is slidablymounted on the side wall of manifold 54. The receptacle |43 has castthereon upper and lower slotted brackets |86, |41. Shoulder screws |48pass through the slots and fasten to-the manifold 56. Receptacle l|43has a pivot screw |49 passing through link |50 into receptacle |43. Arm|5| is pivotally mountedl on the manifold 54 by means of shoulder screw|52. The lower portion of arm 15| is apertured tooorrespond with theapertured screw threaded opening in the upper portion of -the link |50into which is inserted shoulder screw |53. The opening |54 in the upperportion of arm |5| is for the purpose of connecting by suitable linkageto arm 85, Fig. 3 of the drawings, which is the control lever mounted onthe dash,

I In Fig. 1l, I have shown a double float chamber |55, mountedthereinare floats |55, |51, the same being mounted on float larms |58,|58a the same being mounted on brackets |59 and are. also connected tovalves 26 and 32. Arm |50 operates valve 32. Arm |58a operates valve 26.Circles |60 represent the foundation for valve cage 28. The operation ofthis mechanism is identical with the operation shown in Figs` 1 and 6,vthe only difference being that I am substituting two floats for one.Cast in the dividing portion |60a is a valve opening |6| which has acast plug arm |62 fitted therein with a hole drilled crosswise. On theextreme end of plug arm |52 is an apertured opening to receive controlrod i62a which is connected by'suitablelinks and bell cranks vto whendesired independent of operating plungers 59 and 60 as shown in Fig. 10.f

Fig. 12 represents an automobile engine hood of the wellknown design.The numeral |83 designates the cooled air intake conduit. This intakecomprises a conduit which leads cooled air from the outside of theautomobile hood to the carburetor intake |64. Member |85, Fig. 13,represents the lower portion of the carburetor bowl and fuel pump.Numeral |66 represents an exhaust port around the carburetor and fuelpump which has an opening4 at the rearward end as shown. An adjustablethermostat |61 is slidably mounted on the hot air intake |68. A bellcrank |69 is pivotally mounted on the hot air intake |68, -A carburetorVintake control `valve |10 is pivotally A dash so that operator may beableto change fuel zterna] combustion engine.

mounted on the top of the carburetor intake housing. On valve |13 ispivotally mounted a link |1|, one end of which is pivotally mounted tobell crank |69. A butterfly valve |12 is suitably mounted on a shaft|13, said shaft being journaled in the sides of the intake. A bell crank|15 is pivotally mounted on the shaft |13. Numeral |16 represents an armcast integral with the valve |10. Pivotally connected to the extremityof the arm |16 is one end of the link |11, the other end of which ispivotally connected to one arm of the bell crank |15.

Fig. 15 represents a direct fuel injection system comprising a floatchamber 223 'of the conventional type. A pump 234, to inject highcompres'- sion fuel to the nearestpoint of the intake valve of theAcombustion chamber of the engine. The numeral 225 designates the fuelconduit leading to the manifold 226. A valve 226a is interposed between-the pump 224 and the intake manifold 226. An inlet port 221communicates the high compression float chamber of well. A' ball checkvalve and compression spring 223 is seated against the port 221. A port229 leads into the pump chamber. A discharge port 230 has a check valveand compressionspring 23| on the opposite side thereof. A coil spring232 tends to hold the plunger 224 normally as shown in Fig. 15. A link234 connects the upper portion of the plunger rod 233 and pivotedslotted link 225. The slotted link 235 is journaled on the upper portionof the carburetor intake manifold. A floating link 236 connects one endof the slotted link 235 to the valve plunger 231. 2 36a is a bell crankjournaled in the upper portion of the carburetor intake manifold one endcf which is slidably connected to Zink 235 and the other end of whichnates the inlet for the high Acompression motor fuel into the floatchamber.

Fig, 16 is a cross section of the intake port nearest to the intakevalve, not shown, of an in- The numeral 240 designates a ball checkvalve with a compression spring 24| interposed between said ball checkvalve and perforated cap or atomizer 242. 243 designates an intake portnearest to the intake valve of the combustion chamber.

As shown most clearly in Fig. 2 of the drawings the fuel enters inlet24a and conduit 25 and when valve 26 is unseated, passes through channel21a (also shown in Fig. 6, chamber When valve 42 is released highcompression fuel passes through conduit 39a to spray nozzle 39,' (alsoshown in Fig. l of the drawings).

As shown in Fig. 1 low compression fuel enters inlet 24 and conduit 32apasses through conduit 32h (also shown in Fig. 6). After valve 32 isopened, and when valve 43, which is back of valve 32, is opened lowcompression fuel passes through conduit 39b to spray nozzle 39 intointake manifold. Fig. 1 shows a carburetor arm 2| which opens butterflyvalve 23, said valve being mounted on shaft 22. When valve 23 is openeda suction is caused in spray nozzle 39 which draws whatever fuel iscontrolled by valves 42 and 43. On shaft 22 is also mounted slotted arm68 Which in turn is connected to elbow arm 61, the lower extremity ofwhich is pivoted on cross bar 6|, which is supported by links 51 and 58which in turn is connected to slotted arms 59 and 60 which operate valvecaps 43, 43a. As shown in thev drawings Fig. l, butterfly valve 23 is ina closed position, which also shows valves 26 and 42 in a closedposition. As also shown in Fig.V 1 valve cap 46a is in an open positionallowing free passage of low compression fuel into spray nozzle 39through valves 32 and 43. When carburetor control lever 2| is in avertical position valve 23 will be about half open. At this point theposition of valve caps 43, 46a will not have changed by reason thatslotted ann 63 will have passed slightly over dead center, the reasonbeing that arm 61 has not moved sufilciently in a downward position tochange the action of cross bar 6I sufficiently to move valves 43, 43a.However, after carburetor valve lever 2i has passed in a clockwisedirection from the last mentioned point, it will begin to act in movingcross bar 6| by reason of the fact that arm 66 travels to the right,thereby opening valve 23 to a greater extent. Valve 26 and valve 42 arereleased as valves 32 and 43 are closed. Should there be a variation ineither fuel, bar 52, being connected by links to arm 35 and hand lever34 with indicator pointer on opposite end, the 'slight movement ofpointer 34 in either direction would change the time element of thevalve controlled by valve cap 43, 46a. Should it become necessary thateither one of the fuels are desirable, moving pointer 64 to theextremity in either direction wouldf cause a constant use of eitherfuels irrespective of the action of arm 2|. When arm 32 is moved ineither direction, pressure is applied to valve cap 43, 43a by slottedbar 55, 56. When the cap 43 ls compressed the following action takes lplace. Valve plunger 44 is held in an upward position by spring 50around valve cap 43. Vaive spring 49 is a cushion for valves 46, 42, 32and 43. Without this cushion spring action valve 2| might become lockedor bound due to the pressure on slotted arms 55, 56. Valves 26 and 32also have a spring mounted therein for the purpose of causing immediateaction of valve with plunger 44 and 44a, allowing free flow of fuel tothe nozzle 39. Also shown in Fig. 1 is a vacuum bellows which may b'econnected to control bar 6| by means of an adjustable connecting link 15to apertured ear 13. The purpose of this bellows is that the same may besubstituted for the action of slotted arm 68. As the vacuum is increasedin the. manifold the bellows is drawn inwardly,

causing the bar 6| to act accordingly changing the action of valve caps43 and 43a from low compression to high compression fuel at the criticalpoint. This will have no interference with the action of bar 52 aspreviously described. Bar 15 may be lengthened or shortened dependingupon the position of arm 6| by the further adjustment of the bellows 10which may be drawn in to further accommodate the operation of bar 6|. Itwill be also understood that compression spring 16 may be of therequired length to completely adjust the bellows to the proper workinglength.

In Figs. 1 `I also show an adjustable thermostat 11 which may also beconnected to bar 52 by link 80. This thermostat may be placed in alocation near the exhaust port, which is cast integral with the intakemanifold which is at the point of the extreme upper portion of intakemanifold 54 as shown by the turn of the manifold. This thermostat is soarranged that the temperature of the motor or manifold will cause thethermostat to act and change the fuel accordingly. When the engine iscool the bar 52 will be in a position to cause only low compression fuelto enter the nozzle 39. As soon as the engine becomes heated thethermostat expands and brings the bar 52 intonormal position where itwill have the normal action in changing over from one fuel to the otheras desired.

In Fig. 2 is shown a convenient form of carburetor oat 36. Float 36 ismountedin float chamber 38 (also shown in Fig. 6 and is connected tocross bar 3| 4which operates valves 26 and 32, depending upon which ofthev two valve caps 48 and 48a are positioned. If valve cap 48a shouldbe released as shown in Fig. 1 and Fig. 6 .inlet valve 32 would be freeto act whenever the fuel in the oat chamber 38 drops below the desiredlevel. Either of the above mentioned valves would be free to operatedepending upon which of the two valve caps 48, 48a would be positioned.When the position of valve 48 is altered both valves 26 and 42 arealways effected, both valves being released causing a free ow of thefuel to spray nozzle 39. In order that there may be the desired fuelalways in chamber 94 there has been provided auxiliary fuel chambers 88and 92. Chambers 88, 98 have small connecting ports as shown in Figs. 6and 9. These openings 81, 89 are placed at different heights to assureno intermixing of the fuel/from fioat chamber 38. Chambers 92 and 94 arealso connected in vlike manner as shown by passage 9| and 93 on oppositeside.-

There is also shown in Figs. '7 and 8 another means of separating thetwo fuels by eliminating chambers 88, 92 and substituting partitions inthe lower part of float chamber 38 as shown in Figs.

7 and 8. Should valve 26 open, the fuelwould naturally pass throughconduit 25 shown in Fig. 2 and pass across to valve chamber 21a, part ofthe fuel would then 'pass into conduit 39a, Fig. 6, thence throughnozzle 39'\into the manifold. Some of the fuel passing through conduit21a would pass out of opening |8411, Fig. 4, there being a calibratedplug |84 inserted therein. Some of the fuel from chamber 98 in Fig.` 6,also shown in Fig. 7, would then pass through opening into the bottompartition and flow in the direction of the arrows shown in Fig. '7. Thecover |06, Fig. 8,

seals the bottom partition so that there is no` chancefor fuelbecomingintermlxed with the :dow in the false bottom as indicated by the arialso shown an opening into chamber |95a into chamber 94. This causesfree circulation from oat chamber 38 into either chamber 9U or 94. (InFig. 'chambers 88, 98 are connected by a communicating passageway asshown by the arrow. The same provision is made on the opposite side inchambers 9|, 94.) In Figs. 4 and 5, I have shown another type of valvewhich may be substituted for thevalves alreadya described. In Fig. 5`the valve 95 may be substituted for valve 26, as shown in Figs. 2 and6. 'Ihe advantage of this valve is that when a change of fuel is made bythe action of valves 26, 42, it is desirable' to have an extra flow orgush of oil enter conduit 39. This is accomplished by suction plunger 96mounted within the circular valve 35. The sudden opening of butterflyvalve 23 would cause valve 48 to respond in like manner and in turnwould effect valve 99, Fig. 4, which is mounted in a coil spring andabuts against arm I 9| which passes through slot in valve 95 thence intosuction plunger 96 through rectangular opening 91, which inv turn wouldsuddenly draw on suction plunger 96 located in valve 95. Suction plunger96 is so fitted invalve 95 that it would cause a suction suflicient toinstantly draw valve 95 from seat 98 and cause an inrush of fuel intopassage 21a Fig..2, which in turn would ow into conduit 39a throughopening 39. Rushing in a sudden gush of fuel into the manifold gives aricher mixture. In Fig. 5 is shown an opening 95a which may be placed atany desirable height to release the suction of plunger 96 which wouldregulate the amount of fuel which would p ass into conduit 39a. As soonas valve 99 in Fig. 4 has opened to its limit against bracket number 30,the valve 95 would immediately nd its seat and then be governed by oat36 and arm 3|, Fig. 1.-

Fig. 14 is a cross section of the metering control assembly and showsmore clearly the operation of the pointer arm. Pointer arm |19 ispivotally mounted on dash |18 and arm |8| is slidably mountedthereon'and a key |8|a is fitted on pointer arm |19 and slidably fittedto arm |8| interposed by a friction washer |88. Ihe threaded washer |85is mounted on the free end of wing shaft |83. Washer |85 is held inplace on arm 8| by pin |86 so that when pressure is applied to wingshaft |83 the washer |85 will be in a rigid position on arm |8|. Thepurpose of this is that when arm |8| is pivotally connected throughlinks and bell cranks in the usual manner, from instrument boardl ondash to carburetor controls, the described parts are always freely andpivotally mounted so they are conf nected to arm 52, Fig. 1, asheretofore described.

Thermostat 11 connected to arm 52 will be allowed to operate themechanism above described so that pointer arm |19 will correspond withthe movement of arm 52 in Fig. 1 through the action of thermostat 11. Onstarting the motor-.the engine is cold and no high compression fuel isrequired, however, should the high compression fuel contain high testproperties for easy starting, the mere changing of position of thepointer arm |19 by locking the same with Wing bolt |83 would enable theoperator to use this fuel merely for starting purposes and as soon asthe motor has started, by the mere release of Wing shaft |83 thethermostat would automatically switch back to low compression fuel andwould remain therexuntil the critical temperature of the motor wouldrequire the high compression fuel.

By the elimination of the thermostat 11, Fig. 1,

the operator would depend upon his own choice of fuel setting. The greatadvantage of placing the pointer arm |18 and dial 83 on the instrumentpanel of the car is that Very few operators understand anything aboutmotor fuels, for instance, there are no two motors alike in compression,neither'is there a motor fuel obtainable that is made up to the samestandard of high compression value. What I accomplish in this inventionis to scientically and automatically meter the fuel into any motorirrespective of the compression ratio or the high compression value ofthe fuel. If the operator should ll his` car with two unknown fuels 'hewould not have to be an experienced chemist or oil expert to immediatelytest the quality of the fuel in the tanks, he would merely move pointerarm |18 immediately to the low compression fuel and leave it there untilhis engine would start to knock. This of course, would start after themotor had reached itsv critical temperature. At this point he would movethe lever to the position where no knock would be noticed. If nothermostat were used he would lock pointer arm |18 in the position lastmentioned and turn down wing bolt |83 until the pointer arm is heldagainst movement. It would not be` necessary to change this arm untilanother supply of motor fuel had been purchased by the operator. If heshould use another make of motor fuel, he would immediately noticewhether or not that fuel was of the same quality and thereby be guidedin the selection of his fuels. However, if the motor fuel should be of apoor quality he would merely change the `position of lever |18 until theknock would cease.

In Fig. 10 another method of thermostatic control isshown which controlsthe change of operations of valves 48, 48a in another way. Arm |21 isconnected to rod y|32 which operates through a.' thermostat assembly |4|which is slidably mounted on manifold 54, connected to bell crank |5I,which has an opening |54, and is connected through suitable linkage andbell cranks to the dash or instrument panel |18 and connected to arm|8I, as shown in Figs. 3 and 14. After the motorist has purchased asupply of both fuels and adjusted pointer hand lever |19 he may lockwing bolt |83 in a permanent position. He is not concerned any furtherwith temperature changes in the motor as this is automaticallycontrolled by thermostat |40 in the following manner: When the engine iscold, thermostat |40 will close valve 48 through arm |21 or 52. As soonas the motor becomes heated, arms |21, 52 will again be brought intonormal position. There will, however, be a further advantage to openhigh compression valve 48. This thermostat assembly may also be used inFig. 1 to replace thermostat 11 connected to arm 52. In Fig. l0 openings|44 and |45 represent suitable inlet and discharge ports which may beconnected to either the lubricating or water cooling system of themotor. In each case the liquid is circulated through thermostat |40.Thermostat |40 may also be used Without the use of liquid.

i operation |a in a manner heretofore described.

The thermostat would be placed near some suitable part of the motor thatgenerates more than the usual amount of heat, perhaps near the exhaustdischarge port.

In Fig. 1l is shown a double float chamber |55 with two floats thereinwhich are directly connected to the control valves 26, 32, as shown inFigs. l and 6. The operation of the valves are the same as heretoforedescribed, the only difference being the use of two floats instead ofone. On the lower part of float chamber |55 is mounted a control valveplug |62 winch has an opening |6I. Valve plug and arm are connected tocontrol rod |62a which is connected by suitable bell cranks and linkageto dash or cowl panel in the motor car body. Any means of operating thisvalve from the seat of the car may be employed. This device enables themotorist to use two fuels in either float chamber, should any one fuelbecome exhausted.

In Figs. 12 and 13 is shown a cold outside air inlet to carburetor forthe purpose of cooling the combustion chamber of the motor, therebyincreasing power and preventing pinging or preignition of the gas. Testshave shown that by the use of this method of `cool air intake, the powerof the motor is considerably'increased, and it also diminishes theearlier use of high compression motor fuel. 'I'he temperature of airunder the hood in the average car is from 30 to higher than that takenoutside of the hood. As shown in Figs. 12 and 1,3 housing |63 is`forcooling the motor fuel by a flow of air around the carburetor and pumpbodies through opening |66. It further eliminates the boiling of themotor fuel and stalling of the motor due to rich.

gas created by boiling of the motor fuel. The thermostat |61 is mountedin the hot air intake pipe |68. After the motor is started, the exhaustmanifold becomes heated, hot air is drawn into the carburetor intake |68through butterfly valve |12. When motor exhaust has reached apiedetermined temperature, valve |10 opens, cool air enters the openingin housing |63.

If it is desired to inject fuel directly into the intake manifold, Ihave disclosed in Figs. 15 and 16 a simple and compact means ofaccomplishing this result. High compression fuel is forced into thecarburetor bowl through opening 230 and is controlled by needle valve244, which in turn is controlled by the carburetor float 245. When thebutterfly valy".` 238 is opened more than half way, bell crank 233a,which in turn is connected to slotted link 235, causes one arm of saidbell crank 238a. to move upwardly in the slot 235a and when the same hascontacted with the end of said slot, the slotted4 link 235 moves in aclockwise direction causing link 235 toy push down on plunger rod 233and also causes plunger 231 to register with opening in conduit 225which allows a free passage of the liquid into the manifold. When theplunger 224 descends, valve 240 (Fig.v 16) becomes unseated and allowsfuel to pass through apertured cap 242 vinto the valve chamber. Afterthe charge is complete, valve 240 is caused to close and stays closed atlow vacuum in the manifold. After plunger 224 has returned to the top ofthe chamber, valve 240 is again normally seated and held so by thecompression spring 24|. Valve plunger 231 is always timed so that whenplunger 224 starts downwardly to cause pressure in conduit 225, valveplunger 231 will always be in an open position. Plunger 224 on itsreturn stroke sucks in another load of high compression fuel into intakeport 221.

After he has purchased his fuel and his engine operates under normaltemperature, he will notice either a smooth or rough performance of thepulsation of the motor. At this time he merely changes the pointersetting on the cowl in whatever direction he gets best performance, thenproceeds to lock the setting. With this simple adjustment he hasaccomplished the following results. f The low compression fuel that hehas purchased now feeds into his motor to the highest degree ofeiliciency for it is developing the highest power attainable before theautomatic means of changing over to the high compression fuel takesplace, thus decreasing the use of the high compression. fuel. The dialadjustment on the cowl is never changed until he buys a diil'erent fuel.Should the motorbecome carbonized he will immediately notice thedifferent setting on his dial, warning him to have carbon removed. rlhedual fuel system will give the motorist an accurate indication as to theincreased cost of operating his car as the carbon deposit increases asit will require constant increase in the use of high compression fuel.

Any change in the temperature of the motor would cause a re-occurrenceof the rough pulsation. This has been met by the use of an automaticthermostatic control which is in combination with the fuel changingmeans, so that the motorist gets added protection and saves in the ucompression head. Without this invention the motorist would be obligedto use the high compression fuel all of the time. 'I'his invention willsubstitute the use of the lower grade fuels to about. two thirds volumeto the use of only onethird of the higher grade and operate at all times`to the full 'advantage of the higher grade fuel thereby saving three orfour cents on the purchase of his fuel.

While I have shown a satisfactory and practical embodiment of myinvention for the purposes disclosed in this application, it will beunderstood that the invention is not limited to the specificconstructional details of such embodiment, but that many variations andmodifications may be resorted to without departing from the spirit ofthe invention.

1. In combination with an internal combustion engine having a fuelintake portion within which pressure variations occur when the engine isoperated at different speeds, means for independently feeding aplurality of fuels to said intakemeans for throttling said intake tocontrol the speed of the engine, means for controllingly increasing thequantity of one fuel fed to said intake relatively to another inresponse to increasing engine speed resulting from opening of thethrottle, including a valve controlling the i'low of said controlledfuel, means including a pressure-operable member connected to saidintake portion for moving said valve toward opened position in responseto increasing pressures in said intake and vice versa, and means formoving said valve quickly and independently of such pressure conditionsupon sudden opening movement of the throttle.

2. In combination with an internal combustion engine having a fuelintake portion within which pressure variations occur when the engine isoperating at diierent speeds, means for independently feeding highcompression and low compression fuels to said intake portion, means forcontrollingly varying the quantity of one fuel fed to said intakeportion relatively to another in response to the pinging conditions inthe combustion chamber of said internal combustion engine, means forfeeding low compression fuel at normal driving speed and means to causehigh compression fuel to be injected into said fuel intake portion inadvance of low compression fuel.

3. In combination with an internal combustion engine having a fuelintake portion, means for supplying high and low compression fuels tosaid intake portionof said internal combustion engine constantly duringoperation thereof, means for normally tuning out the ping in said enginewhen said engine is operating at wide or nearly wide open throttle, andmanually operable means to feed additional high compression fuel to saidengine prior to low compression fuel.

EDMUND E; HANS.

